V.P. MARKETING/CUSTOMER RELATIONS..........TRISH BIRO trish@rpmmag.com ASSOCIATE EDITOR..............................................TOBY BROOKS toby.brooks@rpmmag.com EVENT MEDIA..........................................events@rpmmag.com EVENT SUBSCRIPTIONS COORDINATOR.....SHERRIE WEBER sherrie@rpmmag.com SPECIAL PROJECTS DIRECTOR...........................TOBY BROOKS toby.brooks@rpmmag.com Photographic Contributions: TONY WEBER, TIM LEWIS, MARK goDragRacing.org, TARA BOWKER, GEORGE PICH, TOBY BROOKS, MATT WOODS, TABITHA SIZEMORE, MATT TROMBLEY, LOUIS FRONKIER, WILL McDOUGLE, BART CEPEK, BENOIT PIGEON, KAYLA WOOD, and PATRICK “RED” WILLIAMS. Editorial Contributions: TIM LEWIS, CHUCK SCOTT, MARK goDragRacing.org, TOBY BROOKS, TABITHA SIZEMORE, JAMES WILLIAMS, TIM BIRO, STAN SMITH, JT, RYK LEE WADDELL, GEORGE PICH, JAY MISENER. Technical Writing Contribution: CHUCK SCOTT, SHANE TECKLENBURG, TOBY BROOKS, and TIM BIRO.
ADVERTISING SALES For advertising information contact
MEET THE RPM TEAM
EDITOR-IN-CHIEF.........................................................CHRIS BIRO editor@rpmmag.com
RPM Magazine is a REGISTERED TRADEMARK of Revolution Publishing & Media Inc. RPM Magazine is a worldwide motorsports publication distributed in 34 countries and can be found on popular newsstands in the USA, Canada and select newsstands in the UK. If you cannot find a copy near you please call 519-752-3705 or email circulation@rpmmag.com To subscribe to RPM go to www.rpmmag.com or email Trish Biro at trish@rpmmag.com, or call 519-752-3705. The focus of RPM is to bring a diverse mix of high performance street and race automobiles to life within its pages including race cars, musclecars, hot rods and street legal machines with an emphasis on the “EXTREME,” including fast doorslammer and outlaw forms of drag racing. Not familiar with these types of cars? They are considered to be the top-shelf of the industry and are on the edge with regard to design, performance, and power! RPM Magazine does not sell its mailing list or share any of the confidential information regarding its subscribers.
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RPM Magazine has been a world leader in motorsports publishing for 20 years and has support locations in Ontario, Canada, Alabama, Texas, and Virginia, along with contributing writers and photojournalists worldwide. If you have a story that may fit within the focus and scope of RPM Magazine’s coverage, please email our Editor In Chief at editor@ rpmmag.com. Submission of an article does not guarantee that it will be published. Revolution Publishing & Media Inc. (RPM) / RPM Magazine IS NOT responsible for errors or omissions in ANY advertisement or article. Advertisements may be rearranged or altered at the sole discretion of RPM to allow the ad to fit in the space purchased by the advertiser. WE RESERVE THE RIGHT TO REFUSE ANY ADVERTISING WHICH WE CONSIDER TO CONTAIN MISLEADING, OFFENSIVE OR FALSE INFORMATION. REPRODUCTION OF ANY INFORMATION HEREIN IS STRICTLY PROHIBITED WITHOUT PRIOR WRITTEN CONSENT.
Publication Return/Address Change Information USA RPM MAGAZINE (USPS Periodical #023474) is published monthly 12 times per year by USA Publisher’s Agent, 10387 Main Street, Suite 300, Fairfax, VA 22030.
TRISH BIRO ...............519.752.3705.......trish@rpmmag.com
Periodicals postage rate is paid at Fairfax, VA and additional mailing offices.
Art & Graphics Director: Toby Brooks
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Special Events Manager: Chris Biro events@rpmmag.com Special Events Sales: Trish Biro: 519-752-3705 trish@rpmmag.com Subscriptions/Address Changes: Circulation circulation@rpmmag.com General Inquiries: 519.752.3705 info@rpmmag.com
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AT THE HIT The remembrance of
I
by
Chris Biro
VERN PICH
t’s no secret that RPM MAG is a family business. Actually, we are quite proud of that and the fact is that we employ family-minded people who all just happen to have a love for fast cars. This month it is with a very heavy heart that we announce the passing of one of our RPM family, Vern Pich. Vern passed away suddenly two months back and left us with a large empty void in our hearts, our family and of course, in RPM. For those close to RPM, you know that Vern was there from the very start. As a well-educated and very personable marketing professor, he put together our very first business and marketing plan and was the rock behind us when the going got tough the first 10 years in the magazine game. When I say that Vern was 82 when he died, most will picture a slow-moving, sometimes moody, and somewhat absent-minded aging man; but in fact he was the opposite. He had the mind and sharpness of a young entrepreneur, and although two strokes, quadruple bypass heart surgery, and recent cancer surgery (which he completely recovered from before he died) may have slowed his physical stride just a bit, the rest of him was going wide open throttle. He worked hard until the day he died and loved adventure. In fact, he could often be found hiking or taking a UTV up a rough mountain trail to take in every wonder that the world has to offer. Vern cherished those close to him, engaged in meaningful conversations and debates, loved to tell jokes, helped everyone he could, and had a particular way of never
making anyone feel as though they were less of a person. Instead, he encouraged everyone he met to be the best they could be. He loved life and actually began to thrive after taking an early retirement from teaching at age 58. He enjoyed dual citizenship in both the United States and Canada and traveled from Texas to Alaska and Washington to Maine and throughout Canada in an RV following his retirement. He loved to try new things and even found time to help build RPM into a thriving print magazine that would grow into the number one independent fast car mag worldwide. Did Vern have a passion for fast cars? Not at first. But he loved what we loved and for the past 20 years made it his mission to learn as much about the industry as possible and apply his expertise to help not only get RPM off the ground, but assist in everything from distribution and IT to special events. I could fill a magazine or two with the adventures he was part of with us for RPM, but the life adventures we experienced together would fill years more. For me, along with heartache, I feel fortunate and blessed as I lucked out—you see, not only was Vern a positive, smart, funny, and motivated person, he was also my father-in-law. And somewhere along the way became my best friend, too. I aspire to become half of the person he was. Godspeed Vern. You will be greatly missed by so many.
COMING NEXT MONTH: Because we like to (pre) party............................................. Watch next month for a full issue dedicated to the Tom Bailey Woodward PreParty / RPM 20th Birthday Bash!!
4
THIS AND MORE IN THE NEXT RPM! september 2019 | RPM Magazine
ADVERTISER INDEX ACC Performance................... 11 Accufab Inc............................ 60 Aeromotive........................... 10 AFCO..................................... 90 AFR: Air Flow Research.......... 50 Alan Johnson Performance (AJPE)................................. 11 Alston Race Cars.................... 18 ATI Performance Products..... 45 Auburn Gear........................ 104 Aurora Bearing...................... 61 Autoglym.............................. 49 AVAK/Ridgegate Tools........... 48 Baer Brakes......................10, 93 Be Cool.................................. 88 BES Racing Engines............... 16 Bill Mitchell Products.......22, 79 Blower Shop............................ 5 Borla................................... 103 C&C MotorSports................. 110 Calvert Racing Suspensions... 92 Canton Racing Products........ 27 CFE Racing Products.............. 86 Chassis Engineering...........8, 22 CN Blocks............................ 112 CNC Motorsports................... 42 Coan Engineering................ 111 Competition Products........... 36 Crane Cams........................... 89 Crower.................................. 34 CVR Products........................... 9 DART..................................... 20 DaSilva Sick Kids Show.......... 39 Design Engineering..........26, 58 Diamond Pistons................... 98 Drive Train Specialists (DTS)... 13 DRIVEN Racing Oil................. 47 Dynocologists........................ 39 Dynomite Dynamometer...... 28 Dynotech Engineering............. 8 Edelbrock.............................. 44 Energy Suspension...........16, 96 Erson Cams............................ 35 FUELAB................................. 24 Granatelli Motorsports.......... 21 GRP Connecting Rods............ 30 Harland Sharp....................... 25 Harwood............................. 105 HoleShot Wheels................... 35 Holley.................................2, 83 Howard’s Cams...................... 99 Hughes Performance............... 7 Ian Hill Racing....................... 79 Induction Solutions............... 77 Indy Cylinder Head................ 32 Innovate Motorsports.......... 101 JE Pistons.......................84, 109 Jesel...................................... 14 JW Perform. Transmissions.... 81 Kinsler Fuel Injection............. 13 LenTech Automatics.............. 38 Lokar Perf. Products............ 108 MagnaFuel............................ 17
Magnuson Superchargers...... 31 MAHLE Clevite Inc................. 64 Manton Pushrods.................. 76 Meziere Precision Mfg........... 39 Mickey Thompson Tires......7, 28 MS3-Pro EFI/DIY Auto Tune... 33 MSD Ignition....................... 113 Neal Chance Converters....29, 65 Nitrous Pro Flow.................... 93 Nitrous Supply.................14, 37 Parts Pro Perf Centers.......... 116 PBM Products........................ 12 Percy’s................................... 80 Performance Engineering..... 51 Performance Improvements.. 67 Perf. Plus Connection.......63, 94 Philadelphia Racing Products (PRP).............................52, 82 Powermaster Performance.... 38 Precision Turbo...................... 53 ProCharger............................ 19 Proform Parts.................87, 100 Pro Systems Carburetors.23,109 PTC........................................ 52 Quick Fuel Technology........... 25 Quik-Latch Products............ 110 Race Part Solutions..........12, 31 Racecraft............................... 66 Racepak................................ 91 Racequip............................. 107 RAM Clutches........................ 40 Renegade Racing Fuels......... 85 Ross Racing Pistons............5, 30 RPM Magazine Subscribe!.114 S&W Race Cars...................... 59 Scorpion Racing Products...... 17 Shafiroff Racing Engines..33, 76 Steve Morris Racing Engines. 51 Strange Engineering............. 80 Summit Racing Equip...102, 115 TCI Automotive...................... 51 Ti64....................................... 61 Tom’s Upholstery................... 43 Trick Flow.............................. 15 Tuned By Shane T.................. 80 VP Racing Fuels..............46, 106 World Products................20, 43
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september2019
Be sure to check out our Performance Directory on page 68!
Often Imitated, Never Duplicated—For 20 STRAIGHT YEARS RPM Magazine has been the ORIGINAL Voice Of Wild Street Machines and Extreme Drag Cars WORLDWIDE! Don’t Settle For Less! We DELIVER Insane Fast Cars and Bring You NO POLITICS... JUST ACTION! Your ONLY “Real Time” “Real World” Car Mag...PERIOD!
THE
SO Much Horsepower Packed Into One Place... That Place IS RPM Magazine!
RIDES In the Business................................................ 54
Matt Rosentel had to leave the fast-paced world of professional motorsports in order to build the hard-core Mustang of his dreams
Ramblin’ Man...........................................................24 This AMC has legit nostalgia drag racing cred— just the way David Dante wanted it
Course Correction.................................................... 8 This ProCharged fourth-gen Camaro actually started as a Firebird
RPM
EXCLUSIVES
Royal Flush.............................................................. 44 For Steve Smith, nothing beats seeing his lifelong dream of building a wild 1969 Camaro finally become reality
Shop Talk: The final chapter: I survived!..........................38 JT finally gets the paint job (not to mention pro street car) of his dreams!
Trick your truck: Dually update edition............................94 After a marathon haul of 2,500 miles in two days, our dually gets some much needed love
Gimme the Voltage......................................................102 We’ve added a few new tools to our WORX 20V Power Share lineup
Thrashing Ahead.........................................................108 Our project Mustang heads 1,100 miles east to Bob Thrash’s new shop
Still Fishin’................................................................. 78 After 38 years, Gordon Boven is still proud to pilot this 1972 Plymouth Barracuda
READ COMPLETE ISSUES OF RPM MAG ONLINE AT WWW.RPMMAG.COM 6
september 2019 | RPM Magazine
STANDING ON THE GAS SINCE 1963.
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The chassis prof30esyesioarnas ls for over september 2019 | RPM Magazine
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story by
Toby Brooks
I
t’s been said that the quickest path between two points is a straight line. And for Amarillo, Texas-based drag racer Mike Lamberson, the search for speed and traveling in a straight line required him to ad-
photos by
Stephen Taylor
mit that his path to victory would be best served by changing things up completely. “With little to no time, we decided that in order to be competitive in the series we run, we had to change things up,” Lamberson said. “We had been running nitrous
and would be out front, but then the turbo and blower cars would come around us at the finish line every race,” he added. With that in mind, a discussion with friends Chuck Seitsinger and Ryan Martin resulted in a new plan of attack for the upcoming sea-
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www.rpmmag.com | september 2019
9
COURSE CORRECTION
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september 2019 | RPM Magazine
COUNT ON IT... The Camaro’s “Dragula” theme is popular with the fans—especially the kids. Lamberson and the crew routinely rock Rob Zombie music in the pits and hand out vampire teeth just for fun.
son, and a new ProCharger powerplant was in the works. A Scoggin-Dickey 540 ci mill began to take shape a couple of hours south in Lubbock. A Callies Magnum crank was partnered with GRP billet rods and Diamond 11:1 pistons, and a COMP roller cam and lifters command a
top-secret valvetrain. Up top, Headhunter aluminum cylinder heads were equipped with T&D shaft rockers and fabricated valve covers. Induction consists of a Brodix aluminum intake that has been fit with a FuelTech FT600 EFI system and Billet Atomizer injectors. A
massive 123mm Wilson throttle body and billet elbow manage the airflow—and it is significant. A gear-driven ProCharger F3R pushes nearly 50 pounds of boost through a Stewart Sheffy-fabricated aluminum induction tube with a ProCharger blowoff valve. Exhaust is routed via custom
www.rpmmag.com | september 2019
11
COURSE CORRECTION BAD TO THE BLOWN The Camaro has no trouble whatsoever when it comes time to heat the massive rear slicks thanks to the ProCharged 540 under the hood.
Dynotech headers. A new FTI Powerglide 2-speed trans with a 7,000 rpm converter was built to keep pace with the 3,000+
12
horses. Lamberson was ready to get that powertrain installed in his fourth-gen Firebird and go racing, and Stuart Sheffy of Lonestar
Race Cars was tasked with the arduous task of converting the car over and prepping for a rapidly-approaching race season. It wouldn’t be easy.
september 2019 | RPM Magazine
“I was on the phone discussing the time constraints we were up against with my friend Robert Hudgins. We had less than four
weeks in order to make our first race, and Hudgins had a thought,” he said. Hudgins’ thought was to commit his own car—a 1998 Ca-
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13
COURSE CORRECTION
maro that was already running a ProCharger setup—and “make it your own.” Sheffy had actually already campaigned the car so he was even more familiar with it than the Firebird. Dropping the new powerplant in place
in time to race would be a much more realistic task than completely reworking the Pontiac. The Camaro sported a chromoly tube chassis and was actually a sister car of the Firebird, with both being construct-
THE
ed for NHRA pro stock competition back in the late 1990s. It had been set up with Lamb struts and brakes up front and a custom 4-link with Lamb shocks and brakes aft. A fabricated housing was stuffed with a
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september 2019 | RPM Magazine
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www.rpmmag.com | september 2019
15
COURSE CORRECTION
MIKE LAMBERSON’S N/T 1998 CHEVY CAMARO Chassis Type & Mods: Jerry Bickel Racecars (JBRC) 4130 full tube chromoly chassis. Suspension & Brakes: FRONT: Lamb struts with Lamb 4-piston brakes. REAR: JBRC 4-link with Penske shocks and Lamb brakes. Body & Paint: Custom wrap by Stewart Sheffy. Engine: Scoggin-Dickey 540 ci BBC. Callies Magnum crankshaft with GRP aluminum connecting rods and 11:1 Diamond pistons. COMP billet roller camshaft with Isky roller lifters and Manton pushrods. Brodix Headhunter aluminum cylinder heads with T&D Machine steel roller rockers. Moroso fabricated aluminum valve covers. Induction & Fuel Delivery: Brodix aluminum intake manifold with FuelTech FT600, Wilson billet elbow, and 123 mm throttle body. Aeromotive fuel pump. Power Adder: ProCharger F3R 136 supercharger on custom gear drive. Electronics & Ignition: FuelTech FT Spark EFI & ignition system. MSD coils. Transmission & Driveline: FTI Powerglide 2-speed transmission. 7,000 rpm stall FTI converter. JBRC chromoly driveshaft. Differential: Fabricated 9.5-inch rear housing, Mark Williams 40-spline axles, and US Gear 4.56 gears. Tires & Wheels: FRONT: 15x3.5-inch Weld wheels with Hoosier 4.5x25-15 tires. REAR: 16x16-inch Weld wheels with Mickey Thompson 17.5x34.5-16 tires.
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september 2019 | RPM Magazine
9.5-inch center section and 4.56 gears. The car had already been wrapped with a multi-color vinyl wrap and graphics, but Lamberson added some sponsor graphics and his team’s trademark “Dragula” tag. “We use the Dragula theme in our pits, playing Rob Zombie music, hero cards with
Dracula graphics, and hand out free Dracula teeth to kids who come by. The fans and kids absolutely love it,” he said. Inside, the car sports a minimalistic interior with a Grant GT wheel and Pro Bandit billet shifter. A lone bucket seat is perched behind a digital dash, and fabricated alumi-
num panels minimize weight and keep things tidy. Although prepping the Camaro was easier than Firebird, it still took a Herculean effort to get ready in time— but the juice was worth the squeeze. “We took the car to Tulsa to test for the very first time and ended up winning the Throwdown in T
BOOSTED ASPIRATIONS The 540 ci is stuffed full of atmosphere thanks to a gear-driven F3R ProCharger that pushes nearly 50 pounds of boost and results in over 3,000 hp.
www.rpmmag.com | september 2019
17
PURPOSE BUILT The Camaro’s cockpit is far from plush, but it gets the job done. A single racing bucket, B&M shifter, and Racepak dash round out the minimalistic features.
Town that weekend,” Lamberson said. “That was literally the justification and sign we needed to know we had done the right thing and this was the car that was going to help us win a lot of races,” he added. Lamberson is thankful to a talented group of friends and
18
september 2019 | RPM Magazine
COURSE CORRECTION
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sponsors who have helped him and the project along the way, including Chuck Seitsinger, Ryan Martin, ProCharger, FuelTech, Jack French of Billet Atomizer, tuner Nick
20
september 2019 | RPM Magazine
Brudders, Greg at FTI Transmission, Stewart Sheffy of Lonestar Race Cars, Robert Hudgins, and all his family who are there to sup-
LINE UP AND LAUNCH Lamberson gets lined up thanks to the help of wife Anita.
COURSE CORRECTION
www.rpmmag.com | september 2019
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COURSE CORRECTION
port the family’s racing efforts. So what if it wasn’t exactly what he had in mind originally and isn’t the Firebird “Amarillo Mike” had originally planned. But what it IS is a crazy-fast Chevy (we can’t tell you exactly HOW fast being a no time car) that is competitive anywhere it rolls off the trailer. As they say, the end justifies the means. And if nothing else, this Camaro is ALL MEAN!
TEAM WITH A DREAM Lamberson and his crew enjoy campaigning the Camaro and look forward to throwing down against the top no-time cars again soon.
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The chassis prof30esyesioarnas ls for over 22
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23
Lord, I was born a ramblin’ man Tryin’ to make a livin’ and doin’ the best I can And when it’s time for leavin’ I hope you’ll understand That I was born a ramblin’ man -The Allman Brothers Band
24
B
ack in 1972, Allman Brothers Band guitarist Dickey Betts finally finished the lyrics to the future hit Ramblin’ Man. In it, Betts reflects on his life as the child of a dad who
september 2019 | RPM Magazine
story by
Toby Brooks
photos by
Matt Trombley
www.rpmmag.com | september 2019
25
RAMBLIN’ MAN TIME CAPSULE The AMC was found in rough shape, but Dante was able to restore it back to better than ever. The hand-lettered graphics and factory emblems look as good as the day the car debuted, and numerous safety improvements make it legal for racing today.
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With so many different components doing different things, how do I know which sleeve to use?
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september 2019 | RPM Magazine
flexibility, different temperature ratings and are light weight. Protection for spark plug wires to prevent burning and cracking Installation is easy with What kind of DEI products sleeving that simply wraps around wiring, would you recommend? secures with hook and loop closure or Choose from the popular selling DEI Heat slides over. Sheath™, the highly abrasion-resistant EXO™ How do they work? Series Sleeve with its stainless-steel outer Utilizing different types of braided glass covering, the new Vapor Block™ fuel line and basalt base material, the various styles sleeve or the extremely light-weight, racing of DEI sleeves/shrouds protect components application, Ultra 47™ Sheath. such as wiring, cables, hoses, fuel/oil/brake/ DEI has the correct wire, cable, hose and transmission lines-even speedometer cables. line solution to protect you from potential They work by reflecting heat away or insuunder-hood, heat-related problems later, lating from heat, in turn, protecting critical when you least expect them. components from thermal damage. Depending on your needs, some sleeves can protect up to 1800°F direct heat and 2500°F radiant. These coverings also protect from cold, moisture, oil, dirt, road and track grime.
worked construction on both coasts, frequently uprooting the family in the process. The song would go on to become the Allmans’ biggest hit, with a catchy chorus and an equally infectious bass groove. Not long before the song debuted, the factory-supported drag wars were in full swing. With the big
three campaigning cars like the Cobra Jet Mustang, the Scat Pack Charger, and the COPO Camaro, many but the most devout of followers often forget that the American Motor Company also played the “win on Sunday, sell on Monday” game of the late sixties and early seventies. One such fan is
undoubtedly Hunlock, PA resident David Dante. His first attempt to rekindle the past came in the form of an ultra-rare Hurst-prepared SS AMX. “I ended up purchasing the #11 Cotton Candy SS AMX in 2003,” he recounted. With the intention of campaigning the car in the growing nostal-
www.rpmmag.com | september 2019
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REDEFINING PERFORMANCE
SHP LS NEXT PRO • Superior strength 220 BHN Cast Iron • Full skirt design for use with OE type oil pans and windage trays • Standard LS 9.240” deck height • Bore sizes from 4.000” up to 4.185” • Factory oil filter provision • Priority main oiling • 4-bolt Steel main caps with upgraded ARP main studs • 6-bolts per cylinder capability • 8 counterweight machining
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september 2019 | RPM Magazine
STRIP
RAMBLIN’ MAN
BLESSINGS Original dealer Don Waugh from Orange, Virginia helped the restoration effort by providing tons of pics of the car as it raced in the 1970s.
gia drag scene, he soon realized that not only was the car far from legal by today’s safety standards, as one of only 52 ever produced, it was too rare to cut up to get it up to snuff. “I then reached out to my fellow AMCers and asked if anyone knew of an AMC for sale that had race history, was AMC-powered, was in need of restoration, and was available,” Dante said.
Within a couple of days, he had his target in site. “I received a call about an all-original SC/Rambler that was originally raced by SS/H by Don Waugh,” he said. The car was rotting away under a lean-to somewhere in Virginia, so Dante and his son headed south east to go get it. “The car still had the original paint and you could still make out most
of the lettering,” he said. But it was nearly a lost cause. The once-proud drag car was sitting just outside a barn, about three feet off of the ground on top of sawed-off tree stumps. A pair of German shepherds had taken up residence under the chassis, and the front suspension lay in scattered pieces all around. “We started reassembling the front end, got it
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RAMBLIN’ MAN
UNDERPINNINGS The front suspension is mostly stock, while the rear has been backhalfed with a ladder bar set-up and coil overs on the narrowed Dana 60 rearend.
rolling, then loaded it up along with the original motor, trans, and rearend,” he added. But as is the case so often in life, the end of the short-lived search and rescue was just the beginning. Dante and friends spent the next two years researching the car and another two years restifying it back as a fitting repre-
sentation of its former self—all while meeting today’s stricter safety requirements. Original dealer Don Waugh contributed to the effort by providing photos of the car as it was raced in the 1970s. Waugh mentioned that he had taken delivery of the car on a Tuesday, had the car lettered, and raced it A GLOBALLY TRUSTED NAME IN
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DAVID DANTE’S 1969 AMC SC/RAMBLER Chassis Type & Mods: Backhalfed rear with stock front clip. 10-point mild steel cage. Suspension & Brakes: FRONT: All original front suspension with factory disc. REAR: Custom 4-link suspension with double-adjustable coil-over shocks. Aftermarket disc brakes. Body & Paint: Body all original/stock with PPG basecoat/clearcoat paint. Engine: All aluminum INDY-based 480 ci AMC engine. A1 forged crank with Oliver rods and 15:1 compression pistons. INDY cylinder heads. Roller cam. Induction & Fuel Delivery: 850 cfm Holley carb with INDY aluminum intake manifold. Aeromotive electric pump and regulator. Power Adder: None. Exhaust: Custom tubular headers. Electronics & Ignition: Trans brake. Transmission & Driveline: GM 2-speed Powerglide automatic transmission with Lupo custom stall converter. Differential: Dana 60 differential with spool. 4.56 gears with Strange 35-spline axles. Tires & Wheels: FRONT: 15 x 3.5-inch Weld Racing Pro Star wheels with 25x4.515 Moroso DS-2 tires. REAR: 15 x 15-inch Weld Racing Pro Star wheels with 33.5x17-15 Mickey Thompson drag slicks. Performance: 9.72 @ 141 mph. Features
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RAMBLIN’ MAN
BRAND LOYAL The incredibly clean engine bay is home to an INDY-based 480 ci AMC powerplant that has been stuffed with 15:1 compression pistons.
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september 2019 | RPM Magazine
on Friday, meaning the Rambler had never seen a moment of street duty. With Waugh’s blessing, Dante set out to make the American great again. The factory front suspension and chassis was restored and retained, with all original components retained where possible. Out back, a custom 4-link was installed to suspend the narrowed Dana 60 from a pair of double-adjustable coilovers. Factory discs were retained up front, while a pair of Aerospace Components units were installed out back. While every attempt was made to keep the build true to its nostalgia roots, Dante installed a full mild steel cage to stiffen the chassis and
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september 2019 | RPM Magazine
RAMBLIN’ MAN
LOW MILEAGE enhance safety. The Pro Star wheels are also a bit more modern than the magnesium drag wheels the car once rolled on. The fat Mickey Thompson slicks out back enhance the hook— not to mention the look—of the classic AMC. One thing was settled before the build even began: it would be AMC-powered. An all-aluminum
INDY-based 480 ci powerplant was put together, starting with an A1 forged crank, Oliver rods, and compression-happy 15:1 pistons. A roller cam orchestrates the valvetrain, while a pair of aluminum INDY cylinder heads handle the free-flowing gas exchange between atmosphere/fuel and spent fumes. The intake side is handled by an
850 Holley and an aluminum intake, while the exhaust is routed via custom-built headers. Paint and body was retained as close to original as possible. With all factory sheetmetal restored, retained, or replaced, a new basecoat/ clearcoat paintjob with hand-lettered graphics was applied. Factory badging was also retained along with
The Rambler has literally no miles on the street, as it was sold on a Tuesday and raced on Friday. The interior is crisp and clean, with an updated cage and a 3-inch harness added among the factory components.
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RAMBLIN’ MAN the factory chrome for a backin-time look befitting the golden age of factory hot rodding. Inside, the car is clean and crisp, with black vinyl interior throughout that has been supplemented with the aforementioned full cage, a host of aftermarket instrumentation, and—of course—a Hurst shifter. Three-inch lap belts are required per sanctioning body rules, but much of the remainder of the cockpit is otherwise stock appearing. The finished product was just what Dante was after: a period-perfect all-AMC super stocker that was nice enough to show, fast enough to race, but not such a rare piece that it almost demanded to be left alone and preserved. The naturally-aspirated time capsule has been a best of 9.72 at 141mph, making it more than just a pretty face. So competitors be warned: when Dante lines up and it’s time for leavin’ he hopes you’ll understand. While he might not have been born a ramblin’ man, he sure is one now!
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september 2019 | RPM Magazine
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www.rpmmag.com | september 2019
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SHOP TALK
THE FINAL CHAPTER:
I
SURVIVED! JT
story and photos by
I
can’t believe I am saying this, but the upgrades on my pro street Camaro are finally finished. This journey began back on
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Sunday, October 7th 2018 at 8:00pm, when I convinced myself to completely take the car apart one last time in the pursuit of new paint, weight reduction, and addressing a few safety issues. As with
most builds, the initial upgrades planned didn’t stop with my original list. Thanks to my dear friend Matt at Convenience Collision in Bangor, PA, we were able to complete this huge task in just eight months. I
september 2019 | RPM Magazine
was thoroughly educated in the entire process required to create a worldclass finish on a car. I had fun sharing all of the steps with you in past articles and proudly display my “fingerprint-less” hands as a badge of honor
for all of the work. The tagline Matt uses for his company, “Excellence Is Everything,” is far more than just words on a business card—it’s clearly his mantra and the driving force behind his shop.
1 1: For the first time in my life, I am finally happy with my car. That is saying an awful lot for an obsessive tinkerer. My car can now rest peacefully in my shop until we unleash it on the weekends.
2
I had completely gutted the car before on a few different occasions—from the rear back half, to setting up the suspension, to the custom tubular K-member that creates a home for the 572 cubic inches of big block madness. The interior has been in and out more times than I ever planned it to be, too. This began with the custom 10-point roll cage and the complete re-wiring of the entire car. Then in the pursuit to maintain a dash as close to stock as possible, it received a complete makeover of every gauge, display, and switch. After that, there was no stopping: a new steering column, custom quick
(800) 208-1755
release steering wheel, racing seats, safety harnesses, rear tubs, fuel cell tray, battery box, and a host of other interior-specific projects were conquered. But I had never physically removed any body panels other than the hood and rear hatch. Digging deep behind the newly-removed front clip and front fenders revealed many ways to upgrade parts and shave some weight. It also revealed the horrific repairs that were made to her when she was somebody’s daily driver. All of this had to be addressed. I’m happy to say that the frame is now stronger and safer than ever and the front clip now
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SHOP TALK sports a much more secure and rigid mount. Prior to upgrading, it had a lot of flex and movement—especially during launching and high speeds. Another improvement at this level included a basic fire suppression system for the engine bay. We also readdressed every fastener, bracket, and hinge and kept a consistent motif throughout the entire car, stepping up the attention to detail even higher. With help from Guy Smith at Spectre Performance, we were able to figure a way to add an additional 600 cfm of air to the carb. I went to work and pulled a few all-nighters modifying one of their dual plenum top hats and made it completely tunable. Guy originally designed my dual plenum top hat and system that would allow me to chill my incoming air charge with CO2, based on my original horsepower projections
and overall needs. As time progressed and my car along with it, we acquired data and found I was running rich at high loads. We needed to get more air in to enable me to not reduce the amount of fuel I was calling for. Guy knew all of my engine specs and dimensions of the intake system and told me we needed at least 600 cfm more coming in. During this eight-month makeover, I also rebuilt the rear, made some suspension upgrades, and checked every nut and bolt from front to back. Since I was already in a state of shock from having every part of my car disassembled, sanded, and repainted, I figured I might as well leave no stone unturned…right? The wheels and tires I wrote about last month certainly proved once again that nothing is ever easy, but at the end of the day, they made a huge difference in the car’s
3 3: I always dreamed of having a car of this caliber. It may have taken 53 years to come to fruition, but it did come. From concept to completion, it has been an amazing journey. There are many clichés that sum this up: To each his own. Different strokes for different folks. To thine own self be true. These were the backbone of my build and guided me along the way. Putting all of that aside, it sure is nice when people share your vision and appreciate your work.
4 & 5: The car was a hit at its debut at Maple Grove Raceway. The amount of people who came to our pit to take photos of it made me feel like John Force for the weekend. I will never forget the kind words and congratulations that came my way.
4
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september 2019 | RPM Magazine
5
aesthetics—not to mention weight. The braking system is now stronger and safer than ever thanks to the new Strange 4-piston, low-profile caliper and rotor combo. Not knowing how to leave anything alone, I repainted the chassis and its many components for what feels like the fourth time. I cleaned and painted places that no one but me will ever see. But it’s my car and my passion, so go ahead and make fun of me all you want! In the last Shop Talk, the car was pretty much assembled with the exception of the hood and a few minor projects. Matt had the hood done exactly one week before its major unveil at the inaugural Pro Street Palooza show. During that final week, I labored over many details and finishing touches. I had my brother Frank finding me custom fasteners where he lives in upstate New York because I had bought out all of my local resources. That was one crazy and stressful week in my shop trying to get everything completed before the show. However, I managed to get the car fully assembled and loaded in my hauler on Saturday, June 22nd at 7:09 pm—just hours before we left at 3:30 am. Before I pulled it into the trailer that evening, I took a few minutes and walked around the car a few times in the remaining hours of daylight. I was flooded with emotion and cried some really happy tears. The original plans I had for my car had finally come to fruition. For the first time in my entire gearhead life, I have a car that I’m happy with. Not only am I happy, but I am proud of it. This is a home-built car from A-Z. The only time it left my shop and had hands on it other than mine and my daughter’s was when I took it to Matt’s shop for paint. He is truly a world-class painter and someone whom I value at the highest level. My dear buddy Shawn—who has helped me in the past with many of the car’s more complicated projects— stepped up to the plate and showed the true level of our friendship by loaning me the money to buy the new wheels needed for this makeover. Shawn knew my financial situation was at an alltime low and made it clear that the car was not going to be revealed with those “old ‘80s wheels.� My cousin Wayne financed the new brake system because I refused to take any money from him while working on his 1968 Barracuda. This was his way of not only helping during my crisis but showing how much he appreciates all of my hard work. My little brother Frank followed my cousin’s lead and took the five-hour ride from upstate New York to lend a
hand and be my much-needed parts go-fer on many different weekends. During this entire makeover, I was and still am in the process of helping him build his dream mud truck. He has graciously gone above and beyond to find me the parts I needed and refused to take any money for them to show his appreciation. None of this would have been possible without a village full of gearheads who helped out along the journey. To everyone who has ever answered one of my many questions along the way: THANK YOU! To everyone who has pulled a favor for me: THANK YOU! To all of our sponsors who supported many of our projects: THANK YOU! To everyone who got dirty with me: THANK YOU! To RPM Magazine for allowing me to write about this process and create a family legacy: THANK YOU! To my wife for never once stopping me during this process (even while we were going through a financial crisis), for never once complaining about many sleepless all-nighters I spent in the shop, and for covering for me at home and at our family-run business while I spent many full days working in Matt’s shop getting the car ready for paint: THANK YOU! I am forever grateful and look forward to sharing many weekends of racing and shows with all of you. The car’s unveiling at Pro Street Palooza was a dream come true for me. I was able to show my car to the pro street community and share my story with everyone in attendance. My car received high praise from many in attendance including one of my all-time pro street heroes, Rod Saboury. It felt so good going down that eighth mile dragstrip for the first time in over eight months. I enjoyed every minute of the parade lap around the complex and all four of those brief seconds down the track. I believe it was at this time when it all finally hit me: my car was DONE! Friends, allow me to share some words of wisdom with all of you: never give up on a dream. Never give up on yourself. Always know that hard work will eventually show its fruit in the end. When you combine passion with an unrelenting desire for excellence, anything is possible. I truly believe that God likes to see us happy. I believe He takes delight in making this possible for us. It has been an extremely long time since I was “child-like� happy. I can assure all of you that I am 17 years old again but instead of looking at posters of my favorite cars on my bedroom wall, I finally have one in my shop. Dreams do come true! Until next time, keep wrenching!
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story by
Toby Brooks
T
he American Dream means different things to different people, but one thing is consistent: the idea that hard work and persistence can help even the
42
photos by
Bart Cepek
most impoverished among us to a better life. Such was the case for Caldwell, Idaho plumbing contractor Steve Smith. “As a kid, I had a home and a family with loving parents,
september 2019 | RPM Magazine
but we grew up poor,” he said. “We didn’t have money for racing or anything like that, but my older sister and brother-in-law would take us cruising and to the races, and it has been with me ever
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CLEAN SHAVEN Body mods abound. The Camaro’s shaved bumpers and trick Corvette door handles are pretty easy to spot, but more subtle touches like shaved drip rails, extended rear quarters, and a custom steel rear spoiler provide a sleek look, too. since,” he recalled. Despite the fact that—by his own admission, Smith “didn’t have two nickels to rub together,”—he loved street machines. Most notably, he was especially enamored with the Camaros that several kids in his high school had. “Someday, I’m going to have a badass car like that,” Smith remembers telling himself. However, building such a ride requires considerable effort, mountains of man-hours, and heaps of cash. As a new business owner just starting out as a plumbing contractor in his business Royal Flush Plumbing, Smith was short on all the above. His dream would need to wait. Finally, in 2007, things started toward the fulfillment of that dream. But even then, it would be ten painful years of waiting, sav-
548 cubic inch big-block ario, California dyno tested a Vrbancic Brothers Racing in Ont ched with an Edelbrock mat or 24° CNC cylinder heads Vict usi ck/M lbro Ede with vy Che over 1,550 horsepower . This combination resulted in Super Victor II intake manifold and 1,100 ft-lbs. of torque! Manley dual-spring valve ds feature an extra thick deck, Edelbrock/Musi Victor 24° hea ilable bare or complete. for up to .880” lift. They are ava springs and titanium retainers 270 tor intake manifold #29 The Edelbrock Super Vic e larg tch the ports to ma features a 3/4”radius in ds. hea er ind cyl t oval por CNC’d for a variety of custom This manifold is suitable er, ow sep hor h hig n for moder cylinder heads required HP. + 950 g kin ma s large displacment engine FOLLOW US ON:
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ROYAL FLUSH
ing, and working to see his vision turn into reality. “I purchased the car from a high school friend’s sister. I had ridden in the car back in the early 1980s when we were in high school, and nearly 30 years later I was in town doing some plumbing work and saw it in a back yard,” he said. The Chevy had seen better days, but Smith was undeterred. “I finished my
BILLET HOOPS The polished Budnik wheels look great with the unique green hue, and the big Baer binders behind them tell you that this ride is more than just a pretty face.
work at the house down the street and went back and knocked at the door. I made an offer on the spot, bought the car, and had it hauled away within the hour,” he said. The car wasn’t running and could barely be moved from its long-standing rotting place. But it was a start. Finally with a 1969 Camaro of his own to tinker with, Smith still needed
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ROYAL FLUSH
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䔀û漀爀琀氀攀猀猀 愀渀搀 䔀ϻ挀椀攀渀琀 䜀攀琀 琀栀攀 樀漀戀 搀漀渀攀 昀愀猀琀
CARBON LOOK The high-tech road race theme is carried through in carbon-fiber-look rally stripes and plenty of other matching lightweight components like the trick flush-mounted Aerocatch hood pins.
䄀嘀䄀䬀 刀嘀䐀 愀渀搀 刀一䐀 䐀爀椀氀氀 䄀搀愀瀀琀攀爀猀 ∠ 䰀攀瘀攀爀愀最攀 琀栀攀 瀀漀眀攀爀 漀昀 瀀漀眀攀爀 琀漀漀氀 昀漀爀 攀û漀爀琀氀攀猀猀 爀椀瘀攀琀椀渀最 ∠ 唀瀀 琀漀 ㈀砀 愀猀 昀愀猀琀 愀猀 洀愀渀甀愀氀 琀漀漀氀猀 ∠ 匀洀愀氀氀 瀀爀漀漀氀攀 昀漀爀 攀砀琀爀攀洀攀 瀀漀爀琀愀戀椀氀椀琀礀 ∠ 唀猀攀 礀漀甀爀 搀爀椀氀氀 昀漀爀 搀爀椀氀氀椀渀最 愀渀搀 爀椀瘀攀琀椀渀最⸀ 一漀琀 漀渀攀 漀爀 琀栀攀 漀琀栀攀爀⸀ 䴀漀搀攀氀猀
刀嘀䐀ⴀ 㨀 唀瀀 琀漀 ⼀㐀ᴠ 爀椀瘀攀琀猀 刀一䐀ⴀ ⴀ嬀匀⼀䴀崀㨀 唀瀀 琀漀 ㌀⼀㠀ᴠ 漀爀 䴀 爀椀瘀攀琀 渀甀琀猀
刀一䐀ⴀ
刀嘀䐀ⴀ
48
圀圀圀⸀刀䤀䐀䜀䔀䜀䄀吀䔀吀伀伀䰀匀⸀䌀伀䴀
刀䤀䐀䜀䔀䜀䄀吀䔀 吀伀伀䰀匀 ☀ 吀䔀䌀䠀
the time and the money to go all in on the project. It sat in his shop virtually untouched for five years as he saved and planned. “I started to realize the massive amount of work the car was going to take to bring it back to life, and while I have worked on cars my whole life, I knew I needed help with fabrication, paint, and body,” he admitted. That’s when Tim Wallace, owner of Westside Body Works in Boise entered the picture. “I think a higher power was involved in us meeting and becoming friends, and he
september 2019 | RPM Magazine
eventually agreed to bring it to his shop to start the process of restoring the car,” Smith said of Wallace. The sinister stance is thanks to a Detroit Speed hydroformed front subframe complete with independent front suspension. Out back, a Detroit Speed mini-tub kit and matching 4-link kit hangs a beefed Ford 9-inch rear with Strange axles. A full chromoly cage was added to stiffen the chassis in preparation for weekend race duty and further protect occupants in the event of the unthinkable.
Billet Baer 6-piston binders and equally impressive cross drilled and oversized Baer rotors have been mounted at all four corners for drop-dead gorgeous—not to mention effective—binders. Power comes from a big block Chevy that started life as a 454 but has been punched 0.030-over to yield 460 cubes. Mike Montgomery started with a Callies crank and rods and added 10:1 compression Diamond pistons. A COMP roller cam was partnered with Isky roller lifters. While the flowed Brodix aluminum
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ROYAL FLUSH
heads were outfitted with Jesel roller rockers. The naturally-aspirated rat relies on an Edelbrock aluminum intake that has been topped with
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a Gary Williams 4150 carb. MSD ignition and Lemons headers round out the bulk of the bolt-on necessities, and a trick billet serpentine system spins a
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high-output billet alternator and AC compressor for added comfort on long road trips or cruises. A Tremec 6-speed trans with a McLeod twin-disc clutch
STEVE SMITH’S PRO TOURING 1969 CHEVY CAMARO Chassis Type & Mods: Mini-tubbed and full chromoly cage. Suspension & Brakes: FRONT: Modified factory control arms with Chevy 2.5-inch drop spindles and McGaughy’s 1.5-inch drop springs. Factory 71-72 Chevy disc brakes. REAR: Chris Alston’s Chassisworks Sportsman 4-link kit with coil-over shocks. Wilwood disc brakes. Body & Paint: Shaved drip rails, lengthened and sectioned body, shaved bumpers, relocated gas filler, late-model Corvette door handles, custom hood latches, and custom rear spoiler. Bod mods by Tim Wallace at Westside Body Works. PPG PoisnIV Green basecoat/clearcoat paint by Shaun Nyquist of Westside Body Works. Engine: 460 ci Mike Montgomery-built BBC bored 0.030 over. Callies crank and rods with 10:1 compression Diamond pistons. COMP roller cam with Isky lifters and Smith Brothers pushrods. Brodix aluminum heads with Jesel roller rockers. Melling oil pump with Stef’s custom fabricated pan. Induction & Fuel Delivery: Edelbrock aluminum intake with Gary Williams 4150 carb. Power Adder: None. Electronics & Ignition: American Auto Wire system. MSD ignition, AutoMeter gauges, and Kenwood audio system. Transmission & Driveline: Tremec 6-speed manual transmission, McLeod twin-disc clutch, and Quick Time bellhousing. Differential: Ford 9-inch housing with Strange center section, Detroit Locker, and Strange 35-spline axles. Tires & Wheels: FRONT: 18 x 7-inch Budnik V2 wheels with 275/35 ZR18 Michelin Pilot tires. REAR: 18 x 12-inch Budnik V2 wheels with 335/30ZR18 Michelin Pilot tires. Performance: 703.5 hp (not track-tested yet).
CLEAN & SIMPLE The engine bay has been detailed to perfection, with every piece painted, coated, polished, or chromed. The 454 Chevy has been bored to a roomier 460 ci and cranked out 700+ naturally-aspirated horsepower. The billet serpentine drive looks awesome and even includes AC for cool cruisin’.
Matt Trombley photos
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ROYAL FLUSH
further adds to the fun factor for said drives. Body mods on the car are plentiful, but understated and so well executed that all but the most familiar with the ’69’s lines might miss them. Every panel on the car has been tweaked and shaved and smoothed and massaged for a sleeker appearance. Unnecessaries like drip rails, door handles, fuel filler, and both bumpers were ditched first. Trick late-model Corvette door handles were employed, and the body was sectioned and lengthened a full four inches down to further enhance the Chevy’s lines. Other trick touches like a custom spoiler and custom hood latches were added, as well. Once all the metalwork was done, Westside’s resident spray gunner Shaun Nyquist laid down the vivid PPG PoisnIV hue complete with carbon fiber rally stripes. The miles-deep green is complemented by a set of polished 18-inch Budnik wheels with Michelin tires. The fully finished cockpit
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certainly separates this street beast from many of its drag-only brethren regularly featured in the pages of RPM. A trick one-off steel custom dash vaguely reminiscent of a square-body Chevy pickup has been filled with AutoMeter analog gauges, AC vents, and a Kenwood audio system. Soft, supple black and charcoal leather and suede covers most all of the remainder of the comfy confines, with G-Force harnesses and body-color cage work adding further style and safety. The end result is a stunning street machine that’s exactly what Smith had in mind when he first envisioned the project way back in high school. “It was a featured car at the Boise Roadster Show, and I won two awards. With hundreds of people walking around the car at that show and making comments about how beautiful it is, my dream had finally come true after over 35 years,” he said. “I have a badass car.” Agreed, Steve. You sure do.
september 2019 | RPM Magazine
FINE INSIDE The full leather interior is plush and clean. A full cage wraps occupants in body-colored safety.
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story by
Toby B rooks photos by
M att Trombley
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IN THE BUSINESS
I
t’s been said that plumbers have leaky faucets at home and accountants oftentimes need to balance their personal checkbooks. Somehow, what we do for a living can frequently make it tough for us to do something similar for ourselves on our own time. Such was the case for Monroe Township, Pennsylvania resident Matt Rosentel. “I graduated from Luzerne County Community College with a degree in Motorsports Technology before I started working locally for Straley Racing Engines in 2000,” he said. At about that time, Rosentel purchased this
SWEETER THAN CANDY
It is hard to beat the timeless beauty of a candy apple red paint job, and this classic Fox body is no exception. With a lightweight one-piece nose, pin-on 6-inch cowl hood, and fiberglass doors, the Ford is a more respectable fighting weight, but the paint and prep by Dave Dante and his crew prove that this is no raggedout race-only ride. The black ano and machined Weld wheels further compliment the look, as do the smoked exterior lighting.
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1990 Mustang Fox body coupe from buddy Shawn Kapalka and raced the car locally in Pro Stick competition. However, as career opportunity grew, leisure time for racing shrank. “In November, 2002, I got hired at Penske Racing to work with an Indy car team—a position
I held until 2012,” he said. It was a decade of great professional growth and experience, specializing on the car’s gear box and serving as a tire changer on the pit crew. Rosentel was part of three Indy 500 wins in 2003, 2006, and 2009 as well as a season-long Indycar Championship in 2006.
Meanwhile, the Mustang sat idle on the family farm. But all that was about to change. “In 2012, I left Penske to start my own business—Motorsports Transport, LLC—where I now haul fracking fluids for the natural gas industry in Northeast, Pennsylvania,” he recalled. By 2017,
BACKHALFED BRAWLER
The low-slung nose is thanks to a boatload of Racecraft pieces, while a Kocher chassis backhalf makes way for the 315 Mickey Thompson drag radials. The wing is also a Racecraft piece.
IN THE BUSINESS
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september 2019 | RPM Magazine
IN THE BUSINESS Around the world or around the track, you won’t find a higher quality line of bearings and rod ends with Aurora’s proven 40 year track record.
PREPARE FOR TAKEOFF
Roesentel’s Mustang looks right at home beside a USAF fighter plane present for our shoot. Both of these warriors like to go fast and beat the competition! R
it was time to finally turn the dormant pony into the wild, untamed beast Rosentel had always dreamed of. The first step was to get the chassis and suspension updated, along with an allnew chromoly cage. Kocher Chassis was selected to handle the
fabrication and install. A backhalf with a custom 4-link was put in place to suspend a braced 9-inch rear with Strange double-adjustable shocks. The housing was also fabricated by Kocher and filled with Strange 35-spline axles and a Strange billet center
section with 3.88 gears. A full 25.5 SFIspec cage makes the car good to 7.50 and slower ETs. Up front, a plethora of Racecraft components were employed to get the ride height down and the performance up. Racecraft 2-inch dropped spindles and
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IN THE BUSINESS
JUICED-Y FRUIT
The candy apple Ford is propelled by a nitrousassisted 427W engine that features a Dart block and heads along with a free-flowing BRE 4500 Dominator carb.
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1-inch shortened A-arms work in concert with Strange double-adjustable struts. A Racecraft tubular K-member helps reduce weight and make room for a bigger power-
plant under the hood. A quartet of Strange Pro Race disc brakes were installed to handle stopping chores. The modifications out back made room for the big 15x14 double-bead-
locked V-Series wheels shod with Mickey Thompson 315/50-15 drag radials, while matching 17inch Weld hoops with MT tires roll up front. After updating the chassis,
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IN THE BUSINESS it was time to put some power in place. For that task, a balanced and blueprinted BMS Racing Engines 427W Ford was assembled, starting with a Dart 9.5-inch deck height block. A Scat 4-inch crank was teamed with GRP aluminum rods and custom Diamond pistons. A solid roller BMS camshaft is spun with a Jesel belt drive to reduce engine harmonics. A pair of Dart 225cc aluminum heads have been outfitted with T&D shaft rockers. Up top, a Victor Glidden intake has been partnered with a BRE Competition 4500 series
carb. A MagnaFuel 500 pump pushes high-octane C-23 racing fuel, and an Applied Nitrous Technology Black Ops port nitrous system adds additional power at the push of a button. The Mustang is equipped with all the latest electronics to monitor data and control the ignition, including a Racepak data system and an MSD Grid controller with a 7730 box to handle the spark. Exhaust duties are managed by 2-inch headers with 3.5inch mufflers. Backing the well-built Windsor is a Hutch’s Transmissions 2-speed Powerglide in a Reid case. A
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Clevite® engine bearings have a precision wall tolerance of +/- .00015“ with strong, extra thin overlays to withstand high loading
GREEN MEANS GO Open up one of the lightweight fiberglass doors and you’ll see the interior of a hard-working race car. The passenger seat is occupied by a body color-hued nitrous cylinder, and a simple press of the little green button on the quick release steering wheel is all it takes for the party to get rowdy in a hurry.
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MATT ROSENTEL’S 1990 FORD MUSTANG Chassis Type & Mods: 25.5 SFI chromoly cage and rear by Kocher Chassis. Suspension & Brakes: FRONT: SRacecraft 2-inch dropped spindles, 1-inch shortened A-arms, Strange double-adjustable front struts, and Racecraft tubular K-member. Strange Pro Race disc brakes. REAR: Kocher custom 4-link suspension with anti-roll bar and Strange double-adjustable shocks. Strange Pro Race disc brakes. Body & Paint: House of Kolor Candy Apple Red paint. Harwood 1-piece Outlaw 10-inch front end. Schoneck Composites 6-inch Van O hood and pro doors. Racecraft 18-inch rear wing. Paint and prep by Dave Dante and crew (Jake and Brian). Engine: BMS Racing Engines 427W Ford. 9.5-inch deck Dart block. Scat 4-inch crank with King Racing bearings. Custom Diamond pistons with 6.250 GRP aluminum rods. Custom BMS solid roller cam on Jesel belt drive. Stephs aluminum oil pan. Dart 225cc aluminum cylinder heads with T&D shaft rockers. Induction & Fuel Delivery: Victor Glidden manifold with BRE Competition 4500 series carb. MagnaFuel 500 pump pushing C-23 fuel. Power Adder: Applied Nitrous Technology Black Ops port nitrous system tuned by Jeff Prock. Electronics & Ignition: Racepak data acquisition system with MSD Grid and 7730 black box. GoLithium 16V battery. Transmission & Driveline: Hutch’s Transmission Powerglide 2-speed transmission. Reid case. 1.58 first gear. Neil Chance billet bolt-together Nitrous 5,500 rpm stall converter. Differential: Kocher braced 9-inch rear housing, Strange 35-spline axles, Strange billet center section with Strange Pro Race 3.88 gears. Tires & Wheels: FRONT: 17x3.5-inch V-series wheels with Mickey Thompson 4.5x25-17 tires. REAR: 15x14-inch V-series wheels with Mickey Thompson 315/60-15 Mickey Thompson ET Street drag radials. Special Thanks: “Thanks to my family: dad Joe Rosentel, sons Matt Jr. and Ryan and daughter Gabrielle. Engine crew: Josh Debickles, Vince Iacavino, Chassis: Bob Kocher. Nitrous tuning: Jeff Prock. Paint and Body: Dave Dante and crew members Jake and Brian.”
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WINGED WONDER
In addition to a host of Racecraft parts and pieces on the car’s front suspension, it also features an 18-inch adjustable deck wing. A quick access aviation fuel door in the rear deck make fill-ups quick and easy without the need to undo the quarterturn fasteners holding it in place..
IN THE BUSINESS
Neal Chance billet bolt-together 5,500 stall converter provides bulletproof transfer of power. With the powertrain and chassis well in hand, the next step was to get the body
sorted and looking good—and look good it does. The gorgeous House of Kolors Candy Apple Red hue was applied following plenty of prep work by Dave Dante and his crew. A Har-
wood lightweight fiberglass one-piece front clip was fit up first, followed by a Schoneck Composites 6-inch Joe Van O hood. A pair of Schoneck pro doors were also added to further reduce
weight, and an 18inch Racecraft rear wing was installed to enhance top-end stability. Lastly, the clean interior includes a mixture of factory pieces and aftermarket parts. The continued on page 76
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RPM Connections Performance Directory... Connecting YOU With The Industry
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RPM Connections Performance Directory... Connecting YOU With The Industry
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Race Orgs, Tracks & Events
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Transmission Converter Clutch & Rear Differential
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Tires & Wheels
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Page 75
Strangeeng.net 847.663.1701 Don’t Just Race
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IN THE BUSINESS
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september 2019 | RPM Magazine
THE FAMILY HORSE (L to R): Joe Rosentel, Matt Rosentel, Jr., Matt Rosentel, and Ryan Rosentel all proudly stand beside Matt’s Ford.
factory dash features a Racepak digital dash behind a quick release Grant GT steering wheel. A billet Outlaw shifter manages the gear selection chores, while a tricked-out candy apple red nitrous bottle occupies the passenger seat. Meanwhile, the clean TIG-welded cage keeps Rosentel safe. The irony to the whole situation is that while Rosentel was involved in high performance motorsports for a living, his Mustang sat gathering dust. And although his new business keeps him busy, it isn’t in motorsports and he now has a wicked yet gorgeous drag radial Ford to play with on the weekends. That fact aside, we’re still willing to bet that when push comes to shove, he can change a tire in no time flat!
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Whether they’re used on the street or abused on the track, the reliability and durability of Strange parts is unmatched. We are the foundation of your racing goals. We ARE the Foundation of Fast. U1699 3� seamless chrome-moly driveshaft / Spicer HD 1350 weld ends / Spicer HD 1350 non-crossdrilled u-joints ......$265
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Strangeeng.net
story by
James Williams
F
at tires. A massive scoop. And timeless muscle car lines. One glimpse at this well-executed 1972 Plymouth Barracuda just isn’t enough.
photos by
Bart Cepek
It almost begs you to look closer. Study harder. Investigate every angle. “I’ve owned the car since I was 12. I’m 50 now,” said Boise, Idaho’s Gordon Boven. The Custom Works Collision
Repair proprietor now spends most of his days helping other folks make their cars and trucks look good. But along the way, he managed to build this nasty Cuda all for himself.
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STILL FISHIN’
It wasn’t easy and it wasn’t fast, but the proverbial juice was worth the squeeze, so to speak. “I originally had the car backhalved by Bob Lewis in the mid-’90s,” Boven
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said. Looking to add bite for Super Street and Super Pro competition, the Plymouth was treated to a tub job with ladder bars and a narrowed Dana 60. Since that time, the
car has been further upgraded with a pair of Strange double-adjustable coilovers, 4.56 gears, Strange 40-spline axles, and Aerospace brakes. All that effort was to make
room for the current occupants out back: a pair of ginormous 16x16-inch double beadlocked Weld V-series wheels with equally obese 33x1516 Hoosier slicks. Up front, the
stock configuration was retained but further enhanced with a few mods, too. AFCO single-adjustable shocks and aftermarket disc brakes smooth the bumps
THE LOOK The timeless lines of a classic Barracuda are nasty to begin with, but when you add in a killer stance with huge rear meats, wheelie bars, and an enormous carbon fiber scoop, it’s downright terrifying.
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STILL FISHIN’
GREAT AGAIN
Boven’s Custom Auto Works Collision Repair brought the nearly 50-year-old sheetmetal back to life with a nicely executed Moon Light Gray basecoat/clearcoat paint job over the almost all-steel body. Only the hood and scoop are lightweight composites.
Billet
and slow the roll, respectively. Matching Weld V-series hoops have been shod with 25x515 Hoosier Drag Special tires. Other chassis work includes a full custom TIG-welded cage to enhance chassis rigidity and driver safety. A fabricated trunk-mounted 5-gallon composite cell provides just
enough fuel for each pass without adding undue weight. “Every body bolt is a stainless steel button-headed Allen fastener, and the bottom of the car is as nice as the top,” Boven said. The car was completely redone in 2015, and the attention to detail is impressive. The Cuda retains all
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KEYSTONE BLUES
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Wrist Pins • High quality 2.500'' pin further reduces reciprocating weight • Carbon steel wire locks included
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september2019 | RPM Magazine
factory glass, and the entire body is factory steel with the exception of the fiberglass hood. Boven smoothed and shaved the Plymouth subtly but extensively—including welded and filled seams, a smoothed rear tail panel, a hidden gas filler, a recessed license plate mount, and a one-piece
removable steel front clip—before laying down a shimmering coat of Moon Light Grey basecoat/clearcoat with understated factory-style graphics. Advisory: Mopar purists may want to skip the next couple of paragraphs of the article, as it contains details that may be unsuitable for some
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GORDON BOVEN’S 1972 PLYMOUTH DRAG CAR Chassis Type & Mods: Backhalf by Bob Lewis. Full custom TIG-welded cage. Suspension & Brakes: FRONT: Modified factory-style independent front suspension with AFCO single-adjustable shocks. Aerospace brakes. REAR: Custom ladder bar rear suspension with Strange double-adjustable shocks and Aerospace disc brakes. Body & Paint: All steel except fiberglass hood and carbon scoop. Prepped and painted by owner at Custom Works Collision Repair. All double seams welded, shaved and smoothed rear tail panel, and onepiece metal pull-off clip. Moon Light Gray basecoat/clearcoat paint with factory-style black graphics. Engine: Mike Coltrin Racing all aluminum 592ci BBC engine. Brodix 4.575 bore block with Brodix BB3 heads. Callies Magnum 4.50 stroke crank with Manley Pro Series I-beam rods and CP custom pistons. T&D rocker arms with Manton pushrods. Chrome fabricated valve covers. Induction & Fuel Delivery: Brodix aluminum intake with Gary Stinnett 1050 Dominator carb. Magna Fuel Quick Star electric pump. Phenix Industries fittings & hoses. Power Adder: None. Electronics & Ignition: MSD Grid system with Racepak data acquisition system and Racepak UDX dash. K&R delay box and digital dial-in boards. Power windows. All wiring by MCR. Transmission & Driveline: Final Round 2-speed Powerglide transmission with custom Hughes 9-inch stall converter. Differential: Narrowed Dana 60 housing with 4.56 gears and Strange 40-spline axles. Tires & Wheels: FRONT: 15x3.5-inch Weld V-Series wheels with 25x515 Hoosier drag front tires. Bombtrack Fabrication billet lugnuts. REAR: Double beadlocked 16x16-inch Weld V-Series wheels with 33x15-16 Hoosier tires. Bombtrack Fabrication billet lugnuts. Performance: 8.80 @ 154 on light tune. Expect 8.70s by season’s end.
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audiences. Under the hood and massive carbon fiber scoop is a stout Mike Coltrin Racing 592ci big block Chevy powerplant that started with a Brodix 4.575inch bore block. A Callies Magnum 4.50 stroke crank was teamed up with Manley Pro Series I-beam rods and CP custom pistons. A roller cam of unspecified lift and duration
september2019 | RPM Magazine
works via roller lifters, Manton pushrods, and T&D shaft roller rockers to actuate the valves aboard a pair of BB3 aluminum heads. Topping it off is a Brodix aluminum intake that is crowned by a free-flowing Gary Stinnett 1050 Dominator carb with a custom fabricated carbon fiber scoop pan. An MSD Grid ignition system
STILL FISHIN’
ELEPH-RAT
Mopar purists, avert your eyes. The Mike Coltrin Racing 592ci big block Chevy engine can propel the Cuda deep into the 8s.
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STILL FISHIN’
headlines the list of high-tech electronics on board, including a K&R delay box and digital dial-in boards, with all wiring done by MCR. A pair of trunk-mounted
Optima Red Tops on billet mounts provide the steady voltage. All told, the naturally aspirated engine puts out just north of 1,000 horses. Drivetrain
Competition Series Racing Module Assemblies are designed for drag racing. Scirocco–Style Modules are engineered and designed for the Professional and Sportsman racer alike. Featherweight Racing Module Assemblies are built for Sportsman and Bracket racers using a super lightweight radiator that features a 1” core.
WELDED - TESTED & MADE IN AMERICA
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STILL FISHIN’
duties for such a harsh application is no task for just any old slushbox. Boven selected a 2-speed automatic Powerglide trans built by Final Round along with a Hughes custom 9-inch stall converter. Inside, the fierce fish sports that previously mentioned full
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SMOOTH ROLLIN’
The Cuda relies on AFCO double-adjustable shocks front and rear.
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STILL FISHIN’ NO CARPET
The Cuda’s spartan interior is clean, lightweight, and allows easy access to the electronics that help the car perform so consistently. A custom formed carbon fiber dash houses a Racepak digital display while clean tinwork covers most everything else.
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cage around a snug fabricated racing bucket with G Force harness for the driver and a molded bucket for the passenger. A Racepak UDX digital dash dwells in a carbon fiber custom dash just behind a Grant quick-release steering wheel. A polished Biondo Racing Pro Outlaw billet electric shifter has been perched atop a custom mount and controls the trans brake. Clean tinwork has been treated to a custom coated finish to provide a crisp
look without adding extra weight—however, the car includes power windows to add a touch of luxury. Boven is looking forward to stretching the car’s legs this season, but the recently refreshed engine combo has already been good for 8.80s at 154 mph on a light tune. “We have just recently installed the new engine and have yet to run it full tilt,” he said. “At 3,000+ altitude, it should go 8.70s with no problem,” he added.
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RPM EXCLUSIVES
TRICKYOURTRUCK 1
DUALLY MAKEOV ER ED
story and photos by
Toby Brooks
ITION
>> After a marathon haul of 2,500 miles in two days, our dually gets some much needed love
L
et’s be honest, there were plenty of things you “learned” in your high school chemistry class that haven’t
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really come into play much as you’ve grown up. Stoichiometry. Balancing equations. Memorizing the periodic table. But if there’s one concept that you have
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probably learned all too well it is that of entropy. It’s that pesky little law that says things tend toward disorder. It doesn’t take long in the high-performance automotive game to understand that everything you own is in a steady state of deterioration. You fix one thing and three other things break. Stuff dries out, rots away, or otherwise fails. And no matter how hard you try to keep it looking and working well, let’s face it: “ish” happens. Such was (and is) the case with our ol’ 1995 Ram 3500 bagged dually hauler (we’ve taken to calling it the “Droolie.” Some say it’s because it is so cool that it makes you just that jealous. Others say it’s because it’s so old that it is starting to lose control of it’s bodily functions. You decide for yourself.) It had been parked for a while in favor of a more fuel efficient daily driver (the 6-7 mpg around town is not the cheapest way to travel). As you’ll read later in this issue, we needed it for a 48-hour banzai run to Bob Thrash’s shop and back. But there
were some issues that needed to be addressed. First, it had turned into a leaker. There is nothing—and I mean NOTHING—that this author hates more than a leaker. It just isn’t allowed in the shop as long as it can’t hold it’s fluids. The truck was bought as a one-owner, low-mileage ride that had been babied and stored indoors most of its life. With just 45,000 original miles, it was like brand new in many respects. However, at over 20 years old, some stuff is failing simply due to age and even lack of use. That’s exactly what had happened to our Gear Vendors overdrive. The V10 gas guzzlin’ Dodge powerplant it torquey enough to pull over a house—but thirsty enough to rarely pass a gas station. The Gear Vendors had been installed by Kim Gough, the truck’s previous owner, to help remedy that somewhat. Gear Vendors overdrives are staples on the drag-n-drive events that are so popular, allowing cruising at lower RPM but with-
1: It’s still far from finished, but our shop hauler 1995 Dodge Ram 3500 is certainly getting better. It’s been a rough few months!
2
2 & 3: A leaking seal on the speedometer cable gear drive of our Gear Vendors overdrive led to this caked-on lube-covered mess. We had already replaced the rear main seal and it was still leaking.
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4 4: The scuzzy original Gear Vendors on the bench next to the remanufactured unit. The original still had brackets in place that needed to be removed, cleaned, and swapped over so that we could get the new unit mounted up. 5: After lots of brake cleaner and scrubbing, the original brackets were ready to be installed on the new unit. Using Performance Engineering anodized billet cup washers, we bolted them in place using Grade 8 black oxided bolts.
5
standing up to 2,000 hp or more. We aren’t making that kind of power, but the GV in our truck improves fuel economy while towing from roughly 8-9 mpg to 1415, but more importantly gets the engine RPM down to a much easier 2,200 or so, making for a much quieter, more enjoyable ride. The problem was, our GV had been
installed more than 15 years ago. We hadn’t changed the fluid as often as had been prescribed, and the unit had developed a leak. First, the driveshaft yoke had corroded and tore up the rear seal, so we swapped the yoke and replaced the seal. That relatively easy fix was met with disappointment: it still leaked. It had not one
but two leaks and the second remained. The mechanical speedometer drive on the GV uses a GM-style housing that has a large o-ring, and apparently ours has shrunk and was leaking. The tailgate and the undercarriage bore witness to the fact that we were slowly oozing gear lube any time we drove it. Before making that long drive
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TRICK YOUR TRUCK
6 6: With the remanufactured Gear Vendors in place, all that was left was to hook up the two wires and fill the case with gear oil. We bought the handy pump at the parts store and it worked perfectly on our low riding one-ton.
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7: The final step was to package up the old unit and send it back to California so that it can be rebuilt. Gear Vendors provided a pre-paid label, so all we did was pack it up and ship it out.
from Texas to Illinois, we knew we needed to fix it. GV offers brand new units or remanufactured ones, so we decided instead of just fixing the o-ring, we would swap in a remanufactured unit. Our lift isn’t big enough to support a dually, and the lowered suspension made the job a real chore. GV offers tailshaft adapters to mount the unit directly to most transmissions, but our truck had been treated to a mid-mount, meaning a short front shaft connected our factory automatic transmission to the chassis-mounted GV unit, and a second shaft connected it to the rearend. After removing what felt like 273 3/8-inch bolts (it was actually 16), and eccentrically bench pressing the unit down to the shop floor, it was finally out. The old unit was coated in a thick cocoon
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8 8: The truck’s tailgate had sported a big dent just above the factory handle from being lowered into the trailer jack when the car hauler was connected. After looking at it with disgust for over a year, we finally decided to fix it. Given it’s close proximity to the handle opening, it seemed like a good time to flip and shave the handle. We installed a cheapie eBay handle flip kit ourselves but left the welding to the professionals at 13Sins. Notice all the gear lube splattered up on the gate in this pic, too?
of dried gear lube. After pulling the brackets off and scrubbing them clean, we bolted them in place with new Performance Engineering bolts and got ready to press the new unit into position. Everything slid right back into place and we had the driveline reconnected in just a few
hours. Unfortunately, we specified the wrong speedometer gear, so our speedometer and odometer still don’t read properly. That’s a problem for another time, though. With the driveline addressed, we turned our attention to paint and body. We needed to repair a big dent in the
10 tailgate, so we decided to flip and shave the handle while we were at it. We also needed to update the grille shell and replace some damaged fender flares. We turned to our friend Ben Brewer and his team at 13Sins Racecraft. 13Sins started by knocking out the dent and welding up the handle hole. They then prepped the gate for
9: The gang at 13Sins started by knocking out the dent then welded a patch panel in place. After filler and a coat of primer, the tailgate was sanded, smoothed, and prepped for paint. 10: The fully prepped panel was then painted and cleared before being polished to a mirrorsmooth shine. The repaired and now custom gate looks better than stock and light years better than the damaged piece we’ve been driving around for the past year-plus. The factory marker lights were updated with smoked LED replacements and the back end was finally looking respectable again.
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TRICK YOUR TRUCK 11
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paint, and sprayed it, the grill shell, and the flares a perfect match Dodge Torch Red. We managed to get the tailgate and grille shell on by press time, but the flares will have to wait for next month. Last up for now, our 20-inch Fuel Cleaver
11 & 12: We had already updated the grille shell with a Ram Sport piece previously, however, we tried to spray-can paint it with a factory match color before deciding to have it professionally painted. Apparently that spray can paintjob made the professional paint lift after just a few months, and since a clean replacement part was cheaper than sanding the old one down and prepping it again, we opted to just replace the whole piece. The billet inserts were a little loud for the look we were after, so we hit them with some black plasti-dip before installing them into the new shell.
12
With Pro Line Racing Engines and Diamond pistons, Q80 Racing team resets quarter-mile doorslammer record at 5.46 seconds and 272mph “Diamond’s contributions have been invaluable.” Doug Patton, Pro Line Racing Engines
Diamond’s turbo pistons make big power and combat heat and pressure. • Forged from 2618 aluminum with Herculean pin bosses that accomodate tough TP-1 or H13 tool steel piston pins • Lower skirt rigidity maintained by full-circumference designs that boast the strongest-known stiffening ribs • Hard-coat anodizing, ceramic crowns, and moly skirt coatings available • Fastest turnaround time on custom pistons Questions? Knowledgeable Tech Support: M-F, 9AM-5PM EST
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Call today: 586.792.6620 or visit diamondracing.net
14 13 & 14: The addition of Performance Engineering red anodized cup washers adds style to the 20-inch Fuel Cleavers. 15: Daily-driving a dually isn’t without it’s perils, especially when you are running wider-than-stock wheels like the black and machined Fuels. All four wheels had scubbed some curbage in the months since the initial install and were looking a bit the worse for wear. We took them off, had the tires dismounted, and delivered the scraped-up specimens to Kevin Clapp at Texas Premier Polishing. Kevin sanded out the damage then polished the lips to a mirror shine. We thought they looked great...until we re-mounted the tires and put them on the truck. Now it looks like it has white walls. Plans are to pull everything back off, have the lips professionally repainted, then paint the machined inserts candy red and re-clear everything. We experimented with the center cap and dig the candy look.
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TRICK YOUR TRUCK wheels had been the victim of some dreaded curb rash, so we pulled them off and took them to Kevin Clapp at Texas Premier Polishing. Kevin and his team sanded and buffed all four lips to perfection and we decided to just keep them that way. Until the tires were mounted. Now we have a whitewall
look that wasn’t what we were after. We’ll pull them back off and take them to 13Sins next week, but for now, at least it’s rolling again. Speaking of that, our new trailer arrived this month, too. Unfortunately, our previous trailer was totaled in a hail storm this spring. We got a new 28-foot enclosed
16
17
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16, 17, 18 & 19: Our new trailer arrived this month, too, after our old one was destroyed in a hail storm this spring and totalled out by our insurance company. The new unit is a 28-foot spread axle with a slanted v-nose, a storage well for the spare tire, and custom aluminum wheels. Robert Andrews from Country Boi Express delivered it and told us about his awesome charity to benefit the homeless.
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Spartan spread axle trailed delivered by Country Boi Express. Driver Robert Andrews tugged it all the way from Georgia to us in record time. Do us a favor and check our Robert’s cool GoFundMe page (https:// bit.ly/2MDx1Ss) intended to help out the homeless—it’s a great effort to make a difference. So while we didn’t get everything done, we at least made some progress
and fought entropy back again. And that’s the rub with driving a cool old cruiser like this: stuff goes wrong and inevitably use comes at the expense of both form and function. However, we are hoping we can get all the remaining issues addressed before we have to go back after our project car whenever it’s ready. Stay tuned!
SOURCES Gear Vendors Overdrives www.gearvendors.com 800.999.9555
Performance Engineering www.killerbolts.com 806.391.9331
13Sins Racecraft www.13Sins.com 806.241.5241
Fuel Offroad www.fuel0ffroad.com fuel@mhtwheels.com
Texas Premier Polishing www.texaspolishing.com 806.317.8067
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RPM EXCLUSIVES 1
GIMME THE VOLTAGE >>We’ve added a few new tools to our WORX 20V Power Share lineup
W
e’ve added a few new tools to our WORX 20V Power Share lineup and wanted to share them with RPM readers.
Let’s Build It Together. 1-800-230-3030 102
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First, like most car people, we’re obsessed with lights. The more powerful and versatile the better, so we grabbed a few WORX 20V Power Share Multi-Function LED Lights (part #
WX027L). What can we say other than this is one wicked light and with four modes (flashlight, 360-degree lantern, two-setting desk lamp and emergency light). It is as versatile as it gets, too.
It’s definitely not simply a flashlight. Technology in both the quality of LED and longevity of the light on a single charge has come so far since we got our first LED handheld work
1: We couldn’t wait to start using the latest additions to our WORX 20V Power Share tool lineup. 2: The WORX MultiFunction LED Light (part # WX027L) is unique as it telescopes and articulates to provide maximum use of all four light settings.
2
lights five or six years back that it was time to upgrade. The problem with our first LED work lights was that the light and battery were all one unit, so once you were out of battery you couldn’t keep the lights on. Instead, you had to plug it in to charge. And once the battery will no longer charge, the tool is pretty much worthless. At that time, most of the popular cordless tool manufacturers were not
making a good bright work light that was LED, so our choices were limited. Now we’re good for a while with our new WORX 20V Power Share Multi-Function LED Lights. The front-firing light of the WX027L makes it a great general purpose flashlight but our favorite (and most used options) are the two bar light modes: an ultra-bright 360-degree coverage lantern and a
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RPM EXCLUSIVES two-setting 180-degree lamp. We used the lantern mode, which uses two bar lights on each side of the unit, during a recent family camping trip as a table light, but it’s also great for illuminating any work area with lots of extra light. The lamp mode is great for under-dash work where you need a lot of good, stable light as it directs the light from a single bar light on one side of the unit, plus it has a high and low setting to increase battery life. The light head telescopes for use in these two modes and also pivots right and left to direct the light exactly where you need it. Next, we saw the new WORX 20V Power Share 3-inch Chopper cordless mini-cutter (Part # WX801L) and
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3
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3: Even on the single (180-degree) lamp setting the WX027L makes plenty of light inside the Pace Car Race Car that just happened to be in the shop when we unboxed it. 4: The lantern mode provides 360-degrees of max power lighting.
september 2019 | RPM Magazine
6 5 5: If you’re into just flashlights, then the WX027L will do the trick and then some. You can telescope and angle the head in this mode to get light where you need it most. 6 & 7: We waited patiently for our WORX 20V Power Share 3-inch Chopper cordless mini cutter to arrive— and when it did, we dug right in. The Chopper includes two cutting discs, a tile cutting disc, and a grinding disc along with one 1.5Ah battery with charger and hex key for changing the discs.
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RPM EXCLUSIVES thought it would make a great addition to our mobile tool bag and trailer for those small to mid-sized cutting and grinding tasks—particularly onsite where we don’t have our shop tools handy. The Chopper comes with one 20v 1.5Ah battery and charger along with three different cutting discs and a grinding disc to get you started. Disc changing is a snap with the shaft lock button and supplied hex key. It spins at a decent 19,000 RPM and, as long as you size the tool to the job appropriately, packs a good level of torque to get you through most reasonable applications. After about a month with it, we found that we used the Chopper for much more than cars...we have tackled a large amount of “honey-do” tasks from our list, too. We used it during a deck build, BBQ repairs, plumbing, and we even used it during some renos on the office. So needless to say, it stays in the tool bag with an extra charged battery ready for the next task. You can check out the full line up of WORX products at www.worx.com.
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9: We started with the grinding disc. The Chopper spins at 19,000 rpm and with a full charge this u-bolt didn’t even slow it down, and before we knew it we were half way through it.
9
SOURCE Worx Tools 8: Disc changes are effortless with the supplied hex key.
www.worx.com 855.279.0505
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RPM PROJECT CAR 1
1: We don’t have much progress to show this month other than the fact we managed to get our tow rig fixed in time to express deliver our project car to Overkill Speed & Color so that Bob Thrash could work his magic and finish out the front end in prep for paint.
1
AHEAD
THRASHING PART 51 >> Our project Mustang heads 1,100 miles east to Bob Thrash’s new shop
I
f this project car of ours has taught us anything, it’s that nothing worth having ever comes easy. Back in July we showed you how fabricator Mark Peck fit and welded one of the most impressive set of custom headers we
story by
have ever laid eyes on, and with that major hurdle accomplished, the next step was to tackle the work necessary to finish up the custom one-off front end. From one almost impossible task to another. The car had previously been to another shop that
had fabricated the necessary understructure and quick-release mounting system so that it can be removed after pulling just a few quick pins. Additionally, six total fenders were sliced up to provide a 6-inch stretch and a conversion to the 2013-2014
Toby Brooks
style nose. However, we realized that without the zoomies, it just wouldn’t be possible to complete the necessary body work to make provision for the tubing exits. With that, we had the other shop stop before the work was complete.
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2: With the headers done, it is now time to finally get this front end sorted out and ready for paint. A world-class master of metal and an equally accomplished designer, painter, and airbrush artist, we decided to make the long drive from Texas to Illinois to let him do his thing.
2
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RPM PROJECT CAR 4 3: The trip to Overkill Speed & Color wasn’t without its difficulties. Somewhere in eastern Kansas, we managed to blow out a tire on our trailer only to discover that the jack we brought wasn’t enough to get the job done. On the side of the road in the middle of nowhere, we wasted four hours getting it changed. Ugh.
3 In the time since then, fabricator, metal master, and unsurpassed airbrush artist Bob Thrash opened a new shop and we learned that he was available to help finish up the custom body work and shoot the killer graphics we had in mind. Even if the name Bob Thrash isn’t familiar to you, his work surely is. Thrash has worked on everything from Bonneville record-holding rides like George Poteet’s Blowfish to game-changing pro streeters and Ridler-winning show
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Somewhere in cars. Bob’s attention to eastern Kansas, we detail is incredible and blew a tire on the car his metal work is stuff hauler. What should of legend. We tentativehave been a 20-minute ly agreed to get our car there just as soon as our tire change tops turned into a four-hour long dually was road worthy debacle of trying to jack again. up the trailer with a After we managed junk jack in the middle to get the truck on the of nowhere with no cell road, we realized we service. Remember: had very little time to nothing comes easy. make the 20-plus hour After sweat, tears, drive one-way. We prayers, and anguish, hitched up our recently hail-damaged trailer, loaded the 4: Stuff was looking better already when Bob stripped car, and both fenders to bare metal and cleaned the car up. drove for The polished Visner intake and valve covers were 24 straight looking clean thanks to Texas Permier Polishing, too. hours.
september2019 | RPM Magazine
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RPM PROJECT CAR the rig was finally back on the road. We pulled into Thrash’s shop at virtually the same time we had left Texas—the day before. Bob greeted us after hours and helped us unload the car and various parts. In addition to the fenders and hood, Thrash will also fix a number of other tasks, including finalizing the steering installation, mounting the fuel cell, mounting the rear wing, and finish welding on a number of parts and pieces that have been tacked together. He will also complete the fabrication work necessary to mount the Quicklatch and Aerocatch hood latches, the hood-mounted Boss Mustang heat extractors, and the custom stretched and notched ground effects. In short, there’s still plenty to do. Once that’s complete, the car will be primed before heading for a complete
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5 5 & 6: The driver’s side fender is already fairly close and will be massaged to perfection, but not before Thrash adds in a smoothed radius lip and wheel reveal like this 2015 Mustang pro mod. The passenger side will require some extra attention, as will the fiberglass hood. The ground effects will also need to be modified and mounted to work with the Peck Fabrication zoomie headers.
6
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RPM PROJECT CAR 7: Thrash is currently working on a bubbletop Impala and wrapping up an incredible pro touring blown LS-4 powered ’69 Camaro. Hopes are high that our Mustang will be in primer in the next month or two.
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wiring and plumbing job. Once that’s complete, we are hopeful that we can finally fire the car and then finally...mercifully...at long last it should be ready for paint. But then again, we’ve said that before. With the car delivered, we filled Subscribe to the up the truck and found a safe place channel at to pull over and finally catch some www.pegarage. sleep. After a few hours, we got back on the road. com to keep up to Somewhere in Missouri, the ABS and brake warning date! lights popped up on the dash. Everything seemed to be working okay, and a quick Google search revealed it was probably a faulty sensor. We managed to make it the rest of the way home without incident, but it was enough to make things even more stressful than they needed to be. Bob Thrash’s Check back in next month as we update Overkill Speed & Color you on Bob’s progress as he “Thrashes” 309.351.8167 away on our pro street Mustang.
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